KR20110000079A - Jet injection device installed inside the horn portion of a ship rudder to enhance the rudder force and mitigate the gap cavitation - Google Patents

Abstract

PURPOSE: A device for jetting the water in a horn is provided so that the water is drawn to the inside of a ship through a transfer pipe, the pressure of the water is increased, the water is stored and is supplied to the horn of a rudder or the inside of a main wing to generate jet. CONSTITUTION: A device for jetting the water in a horn comprises an inlet port(61), an inlet pipe(62), a centrifugal pump(63), a transfer pipe(64), a pressure chamber(65) and a jet direction controller(66). The fluid flows in through the inlet port in front of the horn(60) of the rudder. The inlet pipe is connected to the inlet port through a pipe. The centrifugal pump is connected to the inlet pipe and increases the pressure of the inflow fluid. The transfer pipe is connected to the centrifugal pump and transfers the fluid. The pressure chamber is connected to the transfer pipe and increases the pressure of the transferred fluid. The jet direction controller is connected to the pressure chamber and controls the fluid direction with a starboard valve(67) or a port valve(68).

Description

Jet Injection Device Installed inside the Horn Portion of a Ship Rudder to Enhance the Rudder Force and Mitigate the Gap Cavitation}

The present invention is to solve the lack of inertia in the low speed operation state of large ships and at the same time to suppress the cavitation phenomenon occurring in other devices in the high speed state, the inside of the horn is divided into the pump chamber and the pressure chamber, in the pump chamber The fluid is sucked and controlled by the high speed underwater high pressure centrifugal pump installed inside the horn and stored in the high pressure chamber at the rear.The water jet is determined by the clearance between the horn and the rudder by determining the strength and ejection direction of the jet. By jetting selectively, the present invention relates to a jet flow ejection device inside a horn for improving clearance and clearance cavitation, which is designed to improve the inertia at low speeds while alleviating cavitation at high speeds.

In detail, the pump chamber is equipped with an underwater high pressure centrifugal pump that sucks the fluid in the front to regulate the pressure and supplies it to the rear pressure chamber. The pressure chamber selects the jet toward the pressure or suction surface through the gap between the horn and the rudder blade. A discharge pipe capable of ejecting, a hydraulically driven valve device for supplying or blocking a high pressure fluid to the discharge pipe, and their supporting means are provided. Hydraulic valves are operated based on the rudder angle and ship speed measured during operation, determined by the optimum timing of operation and the method of valve selection.

At low speeds, the majority of jets are ejected toward the suction surface of the rudder blade to produce the Kanda effect, increasing the lift force and, on the other hand, by injecting the minimum flow required to achieve the effect of blocking the flow into the gap towards the pressure surface. The purpose is to avoid pressure loss in the pressure plane. In addition, the present invention relates to other apparatus for ships, which aims to block the flow flowing into the gap from the pressure surface to suppress the cavitation caused by the clearance flow during the high speed operation and to obtain the lift lift effect.

In general, propellers (propellers, etc.) for propelling a ship are installed at the rear of the hull. In this section, the flow velocity is slowed due to the influence of the hull. When the propeller rotates by receiving power from the engine, the propeller inhales the flow in front of the ship and accelerates the discharge to the rear of the hull. At this time, the flow released to the rear is inevitably affected by the rotation of the propeller. . And the other device for the ship is installed in the wake of the propeller to be disturbed by the propeller and at the same time divide the perturbed flow by the propeller into the vertical plane and have the effect of rectifying the flow by preventing mixing. Thus, hulls, propellers and other devices have a close relationship with each other. Therefore, in order to improve the propulsion performance of the ship, it is necessary not only to design the hull, propeller and other devices to operate in the best condition, but also to find a condition in which their interaction is advantageous.

In particular, a large tanker that operates at a relatively low speed compared to the size of a ship requires a large hull weight to be controlled to control a very large inertia. In addition, due to the influence of the shape of the hull, other devices are placed in the wake area where the flow rate is slower, so even if the speed is accelerated by the propeller, the flow rate around the other device is not sufficient to generate the lift required by the other device. I can't. In order to secure lift in other devices that require a large lift, it was developed as a Becker-type device that obtains high lift by mechanically interlocking the main wing and the auxiliary wing, and furthermore, water through the gap between the main wing and the auxiliary wing. Other devices have recently been invented that use the Coanda phenomena to generate a large lift by ejecting jets.

When the Coanda phenomenon occurs, the circulating flow is strengthened and the streamline flows along the back of the wing, which delays the generation of vortex flow due to the flow detachment, so that the lift force drops abruptly and the resistance increases rapidly. You can increase the range of lift. This principle is also used as a means of gaining high lift without causing a lack of lift at low speeds, which inevitably passes when the aircraft lands. In addition, even in the case of a large vessel such as a large container ship which operates at high speeds, it is common practice to obtain low-speed operations in the state of entry and departure and busy route operation, and thus, it is not possible to secure sufficient inertia, and thus it is helpful to use a tugboat.

When container ships operate at normal speeds, loads are increased on propellers and other devices and cavitation occurs. The other cavitation problem is an international concern, and efforts to identify its cause have been carried out internationally, and the flow through the gap between the horn and the rudder has been found to be one cause. Various methods of blocking crevice flow have been devised and some methods have been applied to solid lines.

1 is a perspective view of the stern portion of the other vessel device according to the prior art, Figure 2 is a cross-sectional view of the AA 'of Figure 1, Figure 3 is a perspective view of the stern portion of the other vessel device according to the prior art, Figure 4 3 is a cross-sectional view of BB 'and CC', and the problems with the prior art will be described with reference to the accompanying drawings. FIG. 1 and FIG. 2 use the Coanda phenomenon as a conventional technique used to increase the inertia. 3 is a perspective view and a cross-sectional view of another device for a ship showing another device, and FIGS. 3 and 4 are perspective views and cross-sectional views of another device illustrating a conventional technology related to another device that blocks a clearance flow in order to suppress other cavitation in a high speed state. to be.

The prior art shown in Figs. 1 and 2 is a "other device for a ship to obtain a high lift force", the inventor of the present invention filed a patent application No. 2001-80741 (2001.12.18) and registered a patent (04.12.220) (2003.12.10) It is related to, the suction of the other front of the propeller after the suction inlet (15) is transferred to the inside of the hull through the suction pipe passage 16, after increasing the pressure in the hull inside the pressure chamber inside the main wing of the horn 60 The supply line 17 for returning to 18 is provided, and the fluid supply system which ejects pressure water to the front surface of the rudder blade 70 which is an auxiliary blade is formed. In addition, the steering angle (quadrant) in the hull (rotating the shaft 13 of the horn 60) to change the rudder angle between the pressure chamber 18 and the front surface of the rudder plate 70 with a mechanical linkage to the ejection direction regulator 30 It is running. However, the mechanical linkage device has the drawback that it is mechanically complicated and damage due to wear is expected and the blocking effect is not certain.

Other prior art shown in Figures 3 and 4 is a "double blocking gap flow breaker, which the inventor has applied for a patent application No. 2006-54006 (2006.6.15) and registered a patent as 10-0735724 (2007.06.28.) Is related to the other vessels for ships installed between the fixed portion and the movable portion, and rotates about the hinge points of the upper and lower ends of the rear end of the horn portion 60 to close the gap between the horn portion 60 and the rudder blade 70. A horn valve body 54 is provided, and horn valve driven cars 52 are attached to the upper and lower ends thereof. The rudder plate 70 is provided with a horn cam serving as a horn valve driver 53, and when the rudder plate causes each rotation, a pair of pintle valve bodies 55 cause angular displacements, resulting in a gap between the rudder plate and the pintle. Will block. Therefore, between the horn portion 60 and the rudder blade 70 is blocked by the horn portion flow blocking device and between the pintle block and the rudder plate 70 includes two blocking devices for blocking with the pintle portion flow blocking device. It is done. However, the above-described flow blocking method should be premised on the precision processing of other apparatuses. However, in the case of large vessels, the weight and dimensions of the rudders and horns are out of the range that can be processed by a general machine tool, and thus practical application is difficult.

Accordingly, the present invention, in the other device using the conventional Qinda phenomenon as described above, first, the water is drawn into the ship through the transport pipe for the generation of jets, the pressure is adjusted and stored and supplied to the inside of the horn or main wing of the other device again In order to minimize the parts required to generate the jet and secondly, to improve the mechanical problems such as mechanical complexity, the possibility of damage due to wear, operating sensitivity, etc., the present invention is to provide a large lifting force, The horn part is divided into a forward centrifugal pump and a rear pressure chamber.In the low speed state, a high speed underwater high pressure centrifugal pump installed inside the horn suctions and boosts the fluid in front of the horn to directly supply to the rear pressure chamber and operates the vessel. Based on the rudder angle and ship speed measured in real time, the jet injection conditions are determined and installed inside the pressure chamber. By controlling the ported valve device, the jet is injected between the horn and the rudder blade, which generates the Kanda effect, thereby increasing the lift of the rudder. At high speeds, the jets injected into the gaps through the port valves in the pressure chamber prevent the flow of high-pressure fluid from the pressure plane into the gaps, thereby reducing the occurrence of other cavitations and gaining lift. In other words, in the present invention, the jet system is selectively injected between the horn and the rudder blade so that the other devices of the ship can be maintained at the best state in all speed ranges, thereby maximizing the lift force of the rudder or blocking unnecessary gap flow to suppress cavitation. At the same time, an object of the present invention is to provide another apparatus for ships with a jet flow direction regulator to increase the lift effect. According to an embodiment of the present invention in more detail, the horn portion provided with a pintle block, and the other device for ships in which the pintle block and the rudder plate are coupled by a rotating shaft, the inlet for allowing fluid to flow from the front of the horn portion; A suction pipe connected to the suction port, a centrifugal pump connected to the suction pipe to boost the sucked fluid, a transfer pipe connected to the centrifugal pump to transfer the boosted fluid, and a fluid connected to the transfer pipe And a jet direction controller connected to the pressure chamber to control the fluid by a port valve having a port discharge outlet at the rear or a starboard valve having a starboard discharge outlet.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. FIG. 5 is a perspective view of a stern part of another vessel for ship according to the present invention, and FIG. 6 is a sectional view taken along line DD ′ of FIG. 5.

In an embodiment of the present invention, the jet flow ejection apparatus installed in the horn to use the jet flow includes a horn portion 60 having the pintle block 60-1 and the pintle block 60-1 and the rudder blade 70. In another apparatus for ships coupled by the rotary shaft 80, the suction port 61 through which the fluid flows in front of the horn 60, the suction pipe 62 connected to the suction port 61 in the pipeline, and the suction pipe A centrifugal pump 63 connected to the pump 62 for boosting the suctioned fluid; a transfer pipe 64 connected to the centrifugal pump 63 to transfer the boosted fluid; and a transfer pipe 64 connected to the centrifugal pump 63; A pressure chamber 65 for re-pressurizing the transferred fluid, and a starboard valve 67 or a port discharge port 68-1 connected to the pressure chamber 65 and provided with a starboard discharge port 67-1 at a rear side thereof is provided. It characterized in that it comprises a jet direction controller 66 for adjusting the fluid direction with the port valve 68 provided. In addition, the centrifugal pump 63 is a high speed underwater high pressure pump, and the centrifugal pump 63 and the pressure chamber 65 may be installed by dividing and connecting a plurality of layers.

 In addition, the jet direction controller 66 may utilize the attitude information of the vessel as jet injection control information in addition to the ship speed and the steering angle information.

First, with reference to Figures 5 and 6, a perspective view showing the external shape of the present invention and a partial cross-sectional view of Figure 5, the pintle block (60-1) is separated and arranged while fully extending the horn portion 60, which is a fixed structure The rudder blade 70 is hinged to the pintle block 60-1, and a plurality of suction ports 61 are provided at the front of the horn 60 to suck the fluid.

Accordingly, the fluid passing through the suction port 61 is sucked into the high speed underwater high pressure centrifugal pump 63 via the suction pipe 62 connected to the inside of the horn 60 by a high pressure water. When water is supplied to and stored in the pressure chamber 65 via the transfer pipe 64, the jet direction controller 66 is driven to re-raise the water through the nozzle of the starboard valve 67 or the port valve 68. The pressure water was to be ejected into the gap 99 between the horn and the rudder blade.

The jet direction controller 66 determines the optimum jet generation time, the strength of the jet, the direction of ejection, etc. in the operating state by using the rudder angle and ship speed measured in real time during the operation of the vessel and controls the valve. In the low speed state, the jet is ejected toward the suction surface of the rudder blade to cause a Coanda phenomenon to obtain a large lift. In the high speed state, the high pressure fluid formed on the pressure surface is formed between the horn 60 and the rudder blade 70. Jet the jets towards the pressure surface to prevent entry into the gap.

Since such conditions must be considered, the hydraulic valve device must be installed in a symmetrical structure with the starboard valve 67 and the port valve 68, and the starboard discharge port 67-1 and the port discharge port 68-1 (see FIG. 7B). The direction of jet ejection should be determined so as not to damage the rudder blade, and the flow cross section should be adjustable to effectively control the strength of the jet.

Therefore, the designer can install the valve device in a separate form including the nozzle type, the attachment position and the number according to the jet ejection conditions.

As described in detail above, in order to confirm the effect of the present invention, the horn was extended to the end of the rudder blade and the other device (see Fig. 5) where the rudder blade is hinged at the pintle block position was performed. For the cross-sectional shape, NACA0020 wing section of NACA is selected and divided at 1/4 position from the tip of the wing to spray water jet into the gap between the horn and the rudder in another device consisting of horn and rudder blade. In order to investigate the effect of water injection on the lift generation, the lift performance change was investigated using the numerical program program FLUENT. The blade code was 250mm and the discharge port clearance was 1mm. The numerical calculation was performed according to the calculation conditions in Table 1 at low speed. At this time, the momentum coefficient (C _j ) of the flow injected into the pressure surface through the gap in the nozzle of the fluid supply device is defined as follows.

은 유체 공급장치의 노즐을 통해 분사되는 질량유량(kg/s)이며,

는 노즐을 통해 빠져나가는 유동의 평균유속,

는 날개의 코오드 길이, ρ,

는 유입되는 유동의 밀도와 속도, S는 노즐의 스팬방향으로의 길이와 노즐 간극의 곱을 의미한다.here

Is the mass flow rate ( kg / s ) injected through the nozzle of the fluid supply,

Is the average flow velocity of the flow exiting through the nozzle,

Is the length of the cord, ρ ,

Is the density and velocity of the incoming flow, and S is the product of the nozzle span and the length in the span direction of the nozzle.

Table 2 compares numerically the lift change due to the Coanda effect caused by jet injection when the horn is fixed at low speed and the rudder blade is rotated from the neutral position by a certain angle (α: receiving angle). As the jet was injected to the suction surface, the circulation increased due to the Qanda effect, resulting in a 32% and 44% increase in lift at 5 ° and 10 ° angles, respectively, when C _j = 0.04. Table 3 compares the lift force when the gap is blocked by spraying water toward the pressure surface at high speed. It can be seen that when the water flow corresponding to C _j = 0.01 is injected into the pressure plane, the clearance flow from the pressure plane is blocked and the lift force is increased by 17% and 25%, respectively, at the angle of attack of 5 and 10 degrees.

[Table 1] Calculation condition at low speed and high speed

[Table 2] Change in lift [N] growth rate due to jet of water at low speed

[Table 3] Change in lift [N] growth rate due to jet of water at high speed

Figure 7a is a cross-sectional view for explaining the internal configuration and operation in the absence of the rotation of the rudder plate 70 relative to the fixed horn 60, Figure 7b is an enlarged sectional view of the 'F' portion of Figure 7a, the rudder plate While 70 is in the neutral position (0 degrees), both the left and right passages of the jet flow are open, but the flow is balanced, indicating no flow through the gap.

7C illustrates that the rudder blade 70 is rotated at an angle of 5 degrees to the port at low speed. When the rudder blade 70 rotates, the starboard valve 67 is opened to open the starboard discharge outlet 67-1. The fluid is discharged through) to generate the jet surface 91 of the suction surface, thereby generating a Qanda phenomenon, thereby increasing the lift force that is insufficient at a low speed. At this time, if the pressure water formed in the pressure surface 96 is sucked into the gap between the rudder blade and the mixing portion, the loss of lift occurs, so that the jet ejection angle is adjusted to flow a part of the jet flow ejected from the starboard valve 67 toward the pressure surface. It is necessary to block the inflow flow by partially opening the starboard valve 67 to generate a reverse flow that can cancel the flow introduced into the gap. When the rudder blade rotates in the starboard direction, the port valve 68 is preferentially controlled, and the starboard valve 67 is additionally controlled in the same logic as before.

FIG. 7D illustrates that the rudder plate is rotated by 5 degrees with the port as shown in FIG. 7C in the high speed state, not the low speed. When the rudder plate is rotated toward the port, the port valve 68 is opened to open the port valve 68. By generating the pressure surface jet flow 92 in the gap, the flow flowing into the gap from the pressure surface is canceled to block the gap flow, thereby suppressing the cavitation phenomenon caused by the gap flow. In the high speed state, sufficient lift force is obtained from other devices, so the other valve should be shut off in principle. When the rudder blade rotates in the starboard direction, the starboard valve 67 is preferentially controlled, and the port valve 68 is controlled to be in the blocked state by the same logic as described above.

Therefore, the jet flow ejection device installed in the horn shown as an embodiment of the present invention is controlled by a high speed underwater high pressure centrifugal pump 63 to supply pressure to the rear pressure chamber 65, and at the low speed, the horn and the rudder blade. Jet injection into the suction surface 95 through the gap between the cylinders yields a large lift with the Coanda effect (see FIG. 7C), and at high speed the jet is ejected into the gap between the horn and the rudder blade to pressurize the pressure surface 96. The present invention relates to other devices for ships that reduce cavitation and improve lift by blocking the flow flowing into the gap from the air (see FIG. 7D).

1 is a perspective view of a stern part of another apparatus for ship according to the prior art,

FIG. 2 is a cross-sectional view taken along line AA ′ of FIG. 1;

Figure 3 is a perspective view of the stern portion of another vessel for ship according to the prior art,

4 is a cross-sectional view taken along line BB ′ and CC ′ of FIG. 3;

5 is a perspective view showing the external shape of the other device according to the present invention,

FIG. 6 is a cross-sectional view taken along line DD ′ of FIG. 5.

     7A to 7D are sectional views showing the internal structure and operation according to the embodiment of FIG.

<Description of the symbols for the main parts of the drawings>

13: Main blade rebuild 15: Inlet

       16: suction line 17: supply line

       18: Pressure chamber 30: (Ejection direction) regulator

       51: rudder blade 52: horn valve follower

       53: Horn valve driver 54: Horn valve body

       55: pintle valve body 60: horn

       60-1: Pintle Block 61: Inlet

       62: suction pipe 63: centrifugal pump

       64: transfer line 65: pressure chamber

       66: jet directional regulator 67: port valve

       67-1: Port discharge port 68: starboard valve

       68-1: Wyeonto exit 70: Tarpan

       80: rotation axis 90: flow

       91: suction side jet flow 92: pressure side jet flow

       95: suction surface 96: pressure surface

       99; Niche 100: Get

Claims (4)

In the horn 60 and the pintle block 60-1 and the rudder plate 70 is provided with a pintle block (60-1) is coupled to the other vessel for ships, A suction port 61 into which fluid is introduced from the front of the horn 60, a suction pipe 62 connected to the suction port 61 by a conduit, and a centrifugal pump connected to the suction pipe 62 to boost the suctioned fluid ( 63), a transfer pipe 64 connected to the centrifugal pump 63 to transfer the boosted fluid, a pressure chamber 65 connected to the transfer pipe 64 to boost the transferred fluid, and the Jet direction controller connected to the pressure chamber 65 to control the flow direction to the starboard valve 67 having the starboard discharge outlet 67-1 at the rear or the port valve 68 having the port discharge port 68-1. Jet flow ejection apparatus inside the horn for improving the inertia and clearance cavitation, characterized in that it comprises a (66). The method of claim 1, The centrifugal pump (63) is a jet flow ejection device inside the horn for improving the percussion and suppressing the gap cavitation, characterized in that the high speed underwater high pressure pump. The method of claim 1, A jet flow ejection device inside a horn for improving torque and suppressing clearance cavitation, characterized in that the centrifugal pump (63) and the pressure chamber (65) are divided into a plurality of layers and installed. The method of claim 1, The jet direction regulator (66) is a jet flow ejection device inside the horn for improving the torque and clearance cavitation suppression, characterized in that the use of the attitude information of the vessel in addition to the ship speed and rudder information as jet injection control information.

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